System and apparatus for power transmissiok and regenerative braking



Oct. 23, 1923.

W. 5. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Filed Oct. 15 1921' 1 Sheets-Sheet 1 mfg id .3"? mu i ula v! Inx/en tors: Rudolph D. Krape,

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Their Jq'b'tom eg Oct. 23, 1923. 1,471,893

' W. S. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND RBGENERATIVE BRAKING 1921 16 Sheets-Sheet 2 Filed Oct. 5,

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Oct. 23, 1923. 1,471,893

w. s. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING giled Oct. 15. 1921 16 Sheets-Sheet 3 a I? was- 5' a E 1 g, Inventors I: E t Rudolph D. Krape :5" winiam shaman, IS b Q I E Their Attorney W. S. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Filed Oct. 15. 1921 16 Sheets-Sheet 4 C CYLINDER Fig 5 crulvnsn Inventors:

Rudolph D. rape, William S.H.Hamilt-on,

a Mud Theirfittorney.

0a. 23 1923. 1,471,893 W. S. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Filed Oct. 15 1921 16 Sheets-Sheet 5 Oct. 23 1923. 1,471,893

w. s. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND HEGENERATIVE BRAKING Filed Oct. 15. 1921 16 Sheets-Sheet e Q Q! Q 2 Q 2 I Q Q c z; i 5 "3 a Q R Q a '1 E 1' E Q a a m a 2; Q a s E i g 5 g 3 U) Q Q g Q g 3 Q n t a Q g Q g Q s g Q Q Q '4 E 5 'i Q E s g Q Q Inventors: Rudoph llKr-ape, n

WiHiam S.H.Hami\ton,

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Oct. 23, 1923. 1,471,893

w. s. H. HAMILTON ET AL V SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Rudoph D. Krape, winiam S.H.Hami\ton,

Their Attorney Oct. 23 1923. 1,471,893

w. s. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND HEGENBRATIVE BRAKING Filed Oct. 15, 1921 16 Sheets-Sheet 8 noranms 4mm": SERIES MRALLBI.

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Their Attorney.

Oct. 23, 1923. 1,471,893

w. s. H: HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING 1nve5tors= Rudolph D. Krape, WiHiam S.H.Hami|ton,

Their Jqttorne'g.

Oct'. 23, 1923. 1,

- W. S. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AN]: REGBNERATIVE BRAKING 16 Sheets-Sheet 10 h Q Q Q Q a O .3

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Oct. 23 1923. 1,471,393

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w. s. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENBRATIVE BRAKING Filed Oct. 15, 1921 1 Sheets-Sheet 12 FIELDS TAPPED I I60 r0 new Inventor RucloIpb D. Krape,

wiliam S.H.Hami|ton, b MM Their flttdrneg.

* W. S. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Filed Oct. 15, 1921 16 Sheets-Sheet g 2 0 IIIIIIIIIIIIInIl/IIIIIII] lnventors: Rucldpl's D. Krape, WiHiam S.H.Hami\ton,

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Oct. 23 1923. 1,471,893

w. s. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Filed Oct. 15, 1921 15 Sheets-Sheet 14 Inventor-s:

RUdOpb D. Krape, WiHiarr; 5.H.Han7i|tor),

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Their qttorneg.

Oct. 23, 1923. 1,471,893

W. S. H. HAMILTON ET AL SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVEI BRAKING Filed Oct. 15, 1921 16 Sheets-Sheet 15 106' SPEED BRAKING R HIGH ween 5J1 THREE-M0r0fl-/N- emu/P noronuvc "L Q. #1 mwsrsso n r -u--- BRAKING on rf H O Faun Moron m L1:

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Oct. 23 1923. 1,471,893

w. s. H. HAMILTON ET AL.

SYSTEM AND APPARATUS FOR POWER TRANSMISSION AND REGENERATIVE BRAKING Fil L 15, 1921 16 Sheets-Sheet 16 Inventor-s:

Rudolph D. Krape. William S.H.Hami|ton,

b g W/W Their ALtor'ne g Patented Oct. 23, 1923.

WILLIAM s. H. mm nonorlrfi n. Keir-n, ors ofi ma ey, new

l essnmons TOEGENEBAL ELEo'ritIc oonrrniqy, ooieronn'rrofi ,orfnnwxoiu;

SYSTEM m1) APrAiBiATos Eon PQW E'B "rnlinsiarsis'ioir Application filed October- 15, 1921. Serial 1W3. some:

To all whom it may canon-it:

Be'it lmown that We 'WIILIAM S. H.

Emma and RUDOLPH 'KRAPE, citizens of the United States, and residing at 5 Schenectady, in the county of Schene'ctadyr State of New York, havejinvented'jc ertain new and useful. Improvements in I Systems and Apparatus for Power'Transmissionand in is a specification.)

tern of control and"control*appaiitus ffor dynamo -electric machines whereby the motors to'driv load mag andfoperete as generators to retar 10a Fig Althoughjnot limited use pr oxiides ,irnproved 'rh eans i" the dynamo electric, machines are caused to either operate asmotors vided whereby" Y motoring and the braking efi'ects are.'veryniceIjicontrolIed in r "J r n g v manner. IZVBIIOHS a simple and eflecti-ve p l protective (features are employed for pre venting "the i e tablishment f of certain rem: tionsof the machines andthe ,co'ntrol .ap-

wi'lileo her glauans ereesti hlislied, Incertainofits aspects; the invention relates to improvements in that type :of sys;

paratus s terns of control in'whicha portiorrof. the

driving motors isusecl es anei'iciter for the machines, although the nvention is not neccssarily limited to such systemsf'.

In "finothei' of its aspects the invention re lates to systems of the above indicated char acter in which a plurality of dynamo electric mechincs are co nnected for series, series parallel' and. parallel notoring combinedtions,"and also, connected" infiwhat may be tc'rme" series and parallel"braking relotions, the 'object,of the'i'nre'ntion being to provide improvedfinea'ns whereby the speed of the vehiclein'gry 'he 'verj nicely'nnd ac curntely controlled'through a'large speed rnnge regardless of whether the dynamo Regenerative Brakingof follow ur invention'felates to an' improfred Sys 7 I to the electric vehicleor' to operate alj'sfgenerato'rs to retard the'gvehicle, Improved piea'nsia reproelectric machines are used to drive-a load or retarda load. H 1 I 31' Although not necessarily limited jthereto, thefinvention has a particular application tothe system for which Asa F Batchelder' filed an application for patent, Serial No. 409,647, on September 11, 1920, patented July 4;, 1922, No. 1,421,894, and the improvement' of that'system for which Franklin H. Pritchard filed an epplieation' for patent, Serial No. 409,639, on September 11511920, patented July 4 7-1922, No. 1,421,828; both of which patentsare assigned to the same assignee to which thisa'pplication is assigned." In-carryingo'ur invention-' i'ntoi' efiect in one form iorthe purpos'eof illutrating the various ret tur'ee o'f'the invention, a: ph'rriility 0f-"dy'narno electric machines are c0ntrolled by li1earijs"of *an' improved controller em boglying er-ions combinations of protective fegtui'es; I'n'th'e embodiment of our invencion hiclr'has been selected for purposes of illustration; twelve series wound dynamo electric machines are controlled "in such] a w'aftha't during motoring'operations the machineymay all befconnected' in seriesacross the supply circuit, the machinesthen changed to an arrangementin whichti vo' multiple; paths are provided withsix machines connected in series in; each path a further step in thecontrol provides for four motors iii'jserie s in eachof-= three parallel paths and a; final step provides'for the establishment of" four parallel" circuits "with three motors in seri'esjin each of the arallel paths. 'During "regenerative braking, the machines are connected in what may be termed series relationfin which two groups (if machines are connectedin series. In each group, two of themachines are operated as self-excited excitersconnected in a'local circuit with the field windings of all of the machines and with the 'four remaining armatures of the group connected to deliver energy to the supply circ'uitand connected to the closed loop in such a; roanner that variations in the supply circuit voltage are automatically and inherently compensated for in the manner set forth in the previously; mentioned 'Batchelder "and Pritchard applications; A further step for regenerative braking is had in which the groups of regenerative machines above described are connected in what may be termed a parallel? relation.

In order to control the machines and pre vent the establishment of certain circuits while certain other circuits are established, an iinprovedcontroller is provided. This controller is provided with three handles, one oiwhich, called the main handle, is provided foi' controlling the moto'ring operations, another is called the braking handle and is provided for the braking oper ations. forsselecting the final connection for the motoring operation, and=for determining whether motorin shall behad-full'field or tapped field, and the third is provided for reversing the machines. preferably controls the machines by means of electromagnetic switches or contactors and also by means :of electromagnetically controlled cam operated switching arrange ments, although the invention is not necessarily limited to remote control arrangements. Various interlocking arrangements are provided between the respective control-legs; thus, for instance- I. The reverse handle cannot be moved from the forward or reverse position unless the main handle is in the oil position.

II. The main handle cannot be moved from the off position unless the reverse handle is in the forward or reverse position.

III. The braking handle must be in the full-field position beforethe reverse handle can be moved from the forward to the reverse position. 1

IV.- The braking handle cannot be moved from the full-field position unless the reverse handle is in the forward or reverse position.

V. The braking handle cannot be moved from the full-field to the tapped field position unless the main handle is in the series, series parallel, or parallel position.

VI. Movement of the main handle in either direction from the series or series parallel position, or movement of the main handle toward the oil position from the parallel position, with the braking handle in the tapped -field position, causes the braking handle to be returned to the fullfield position. The movement of the ma n handle from any position to a higher speed position causes the braking handle to be i moved from the tapped field to the fullfield osition.

VI The main handle cannot be moved out beyond the series parallel position unless the braking handle is in the threemotors motoring-full field or the four-motors motoring-full field position.

VIII. It is necessary to press a button in the end of the braking controller handle in order to pass from the full field to the tapped field position. It is also necessary the firstbraking position.

This controller to press this button when moving the braking handle from the full-field position to The arrangement is such, however, that the catches controlled by this button do not prevent movements in the opposite direction.

IX. The braking handle cannot be moved from the 'full-field position to the first position high speed or parallel braking position unless the main handle is in the series parallel position with all the resistance in circuit or the series position with all the resistance in circuit.

X. Thebraking handleacannot be moved from the full field osition to the first position lowspeed or series braking posit-ion unless the main handle is in the series position with a portion of the resistance cut out.

XI..The main handle cannot be moved beyond the full-series position with the braking handle .in any, one, of its positions for establishing series braking.

XII. The main handle cannot be moved beyond the full-series parallel position with the braking handle-in any one OfnltS positions for establishing, arallel braking.

XIILThe main han e cannot be moved back from the full-series 0r full-series parallel position toward the off position unless the braking handle is in the first position braking, the full-field position or the tappedfield. position.

XIV It is necessaryto press a button in the end of the main handle-to go from the fourth notch to .the fifth notch, to go from full-series to series parallel, and to go. from full seriesparallel to parallel.

XV. The braking handle can only be moved from the first position series or parallel braking position to the full field position vb releasing a special latch associated wit the. braking handle.

XVI. The movement of the main handle from any position to the off position moves the braking handle from the first position series brakinq or the first osition parallel braking to the full-field position.

The reasons for these and other protective features will be pointed out as thespecification proceeds.

For a better understanding of the invention, reference is bad to the accompanying drawings, in which Fig. 1 is a simplified diagram of the main circuit connections and the various switches for establishing the machines in the various relations heretofore referred to. Fig. 2 is a simplified diagram of Fig. 1 with the electromagnetic switches or contactors indicated by black dots and the cam operated switches by means of circles. In this arrangement of Fig. 2 the contacts of the two reversers of Fig. 1 have been omitted and the diagram simplified as much as possible in order to obtain a quick understanding of the arrangement. Fig. 3 is a simplified diagram showing the main con troller, together with the control circuits. for controlling the switches illustrated very diagrammatically in Fig. 1. Fig. .4 is a table showing the switches which are closed in various positions of the controller by the operation of the main and the braking handles. Fig. 5 is avery simplified diagram showing; the. connections established for motoring with twelve motors in series Ilfltiilii. Fig. 6 is a very simplified diagram of the connections established for series braking; Fig. 7 is a very simplified diagram showing the series parallel connections established for motoring with six motors in series in each of two parallel paths. Fig. 8 is a very simplified diagram of the main circuit connections for parallel braking. Figs. 9 to 14 inclusive are simplified diagrams of Fig. 2 showing the various switches which are closed to establish various relations of the machines. Fig. 9 shows the arrangement. for series motoring with twelve motors connected in series relation. Fig. 10 shows the parallel motoring connection with six motors in series in each of the parallel paths. Fig. 11 shows the arrangement'with four motors in series in each of the three parallel paths. Fig. 12 shows the arrangement with three motors in series in each of the four parallel paths for motoring. Fig. 13 shows the arran gement for series braking, and Fig. 14 shows the arrangement for parallel braking. Figs. 15 to 27 inclusive are views showing the controller and its various interlocking devices. Fig. 15 is a side view of a controller embodying our invention. Fig. 16 is a top view of the same. Fig. 17 shows the control sector for the brake handle. Fig. 18 is a side view of the brake handle partiallv in cross section. Fig. 19 is a rear view of the controller with the casing removed showing the interlocking devices. Fig. 20 is a section view along the line 2020 of F ig. 19 looking in the direction of the arrows. Fig. 21 is a section view along the line 21-21 of Fig. 19 looking in the direction of the arrows. Fig. 22 is a view of the interlocking arm and cooperating cam of Fig. 21. Fig. 23 shows the interlocks between the brake handle and the main handle. Fig. 24 is an end view of the selective drum and op erating mechanism therefor which is controlled by the brake handle and by means of which the three-motor or four-motor parallel connections during acceleration may be selected and also the series and the parallel regenerative braking connections. Fig. 25 is a sectional view of Fig. 19 along the line 2525 looking in the direction of.the arrows showing the interlocks cooperating with the brake handle, the brake handle, and a cross section view of the main handle and the direct interlock between the main handle and the brake handle. Fig. 26 is a front view of certain of the interlocks,*a rear view of i which is shown in Fig. 19, while Fi 27'is an exploded view for the purpose 0 showing the relative location of certainof the interlocks shown in Figs. 19 to'26 inclusive. The shapes of certain of the parts and the relative location of the parts have been in certain cases changed from the arrangement shown in the other fi ures in order to make it possible to show this exploded view of the controller. However, the principle of. oporation is the same in the exploded view-as in the other views. i Control meclwm'smin general. f Referring to the drawings and in par-- ticular to Fig. 3, the motors are controlled by means of a main controller MC having an off position and twenty-six operative positions. This main controller is provided for controlling electromagnetic switchese-nd for controlling electromagneticallv; oontrolled cam switchesforestablishing-:Ethe motors in various relations. For theipurpose of simplicity, only the'windingsof the switches are shown and the numerals applied to these, windings also designate-the corresponding switches shown on F ig..1. Associated with this main controller isa selective switch designatedSS on the drawing. By means of this selective switch the motors are connectedso that .the final motoring positions of? the main controller will' 'be either four motors series parallel or three motors series parallehdepending on whether the upper or lower contacts are in engagement with their respective contacts: During braking,- when the selective switch is in its upper position, the connections are established for low speed or series braking, and when the selective switch is in its lower position the connections are established for parallel or highspeed braking. rThe reverser designated Rev. on the drawing is provided for controlling electromagnetic devices which effect the change of the connections for the dynamo electric machines for either forward or reverse operation. When the reverser is thrown to its upper position the connections are established for forward operation and when thrown to the lower po sition, for reverse operation. The braking controller designated BrC is provided with fourteen operative positions designated 1' to 14 inclusive, an off position and a tapped field position designated TF upon the other side of the off position. This controller governs electromagnetic switches, the windings of which aredesi ated by numerals which correspondto t e numerals of switches shown on Fig. 1. The braking controller is operated by the same handle which controls the selective switch; in other words, after the selective switch has been thrown to either its upper or lower position, the

handle for this switch can be rotated to regulate the braking efi'ect in a plane at right inder designated A on the drawing is provided for establishing either the six-motor or the twelve-motor connections. for motoring. This switch is electroresponsiv'ely controlled by means of the master controller MC. The switch is normally biased to the 12" position in which the connections are made for twelve-motors connected in series relation. Electromagnetic operating means, thewin'dings ofwhich are designated A on the drawing, are provided for throwing the A switch over from the 12' position to the 6" position in which six motors are connected in series relation. The A cylinder controls ram switches which are designated by numerals which correspond to the numerals designating camswitches on Fig. 1 of the airawmgs. 1

The cylinderdesignated B on the drawingsis provided with three operative posiwions, one-of-which is designated by the letter b,'the middle of which is designated by 6" and the other of which is designated by 4*. This B cylinder is biased to its midposition,- namely,"that in which six motors are connected inseries relation. motoring, and is moved under the control of the windings designated B to the 4 position at which four motors are connected in series relation for motoring. The B-cylinder is movable under the controlof the windings designated BB to the'b position at which connections of the motors are'established for regenerative brakingfThis switch is provided with segmc'nts, shown in their developedform on the rl1'awing, which control cam switches (not shown) For purposes of illustration the cam switches are shown-diagrammatically, and these cam switches are :designhted by two sets of numerals, the nuinerals correspond- 5 ing-to camswitchesdesignated by similar numeralsin Fig; 1. Thiisffor instance, the npperisegment'of the B cylinder simultaneously' operates: the cam switches 58 and 101 shown in F ig.. 1. The B cylinder is thrown to'the brakingposition designated b under the control of; the magnet windings BB when the braking controller BrC is in an operative position and the windings FT of the switch for establishing the tapped field relation of the motors are deenergized and the contacti'ifif is closed.

The C cylinder is provided with three operative'positiongthe first of which is designetted-6", themiddle of which is designated mco, and the right hand position of 'which is designated 3". In the 6 position, six of the dynamo electric. machines are connected in series relation, in the mo position certain of the motors are cut out of circuit, and in the third positionthree motors are connected in series relation. It will be un derstood that the segments of theC solenoid likewise control cam switches designated by numeralslwhich correspond to camiswitches. designated by thesame numerals on Fig. 1. The G cylinder -isbiased to the six-motor position and is movable to the. 3" position under the control of electromagnets, the windings of which are dcsignatedC.

The arrangement of the A, B and C cylindcrs is such that in -case .it'is desired to operate with twelve motors in series relation, the cylinder. will; be -inits 12" position, the B cylinder in, its. 6".1position, and the 0 cylinder in.its 6 position. 1n order to operate the motors series parallel, the A cylinder will be thrown to its 6' osition-with the B cylinder and the-C cylinder remaining as before in their 6" positions. In order to operate the motors series parallel with four motors in series in each of the parallel branches, the A cylinder will be in its 6 position, the Bcylinder in it position and the (lcylinder- -in..i ts 6". position. In. order .tojoperate the motors motors in series-ineaoh of -four parallel branches, the A cylinder will be i n, itsv 6" position, the'B cylinder in itsfif position and the 0 cylinder; in -it 3? position; In order to operate the5dynamo.;electric ma,- chines as regenerative braking. generators, the Acylinder'wi-ll be inits -12 position-, the B'c'ylinder in its b position, andthe (J cylinder in its 'fi -positiomq This will establish series? or; low speed regenerative brakin connections. ,In order to -establish para el or high speed regenerative braking connections, -=the;;-A cylindervwilllgbe thrown to the 65; POS ltlOII thGEB CYIlILdGY: tov the 6 position, the G cylinder tothe 6? sition.- -23? gj'd' ,.'i"'.-:=222i--= z: z-"ls t will be obseriied that th'erelectroma neticline switch 3Q;:has a shorthcircuited secondary winding 1i( '.--q='l.liis .winding; is provided for the-purposeeof magnetically maintaining the-donnectioaytoa the supply circuit for aninterval of time after the main controller is returned to the oil position. That includesall the resistance in the motor circuits and thus reduces the motor current, at the same time gi the current in; the motor 'fieldss'sufiicienttime to decrease to a small value before the circuit is opened. The line 'contactoris" thus required to 'interrupt a comparatively small" current;

Series motoring. Referring now to '1, 2, 3 and 4, the arrangement is' such at'ten acceleration steps for the main controller -MC are provided with twelve motors in series. The witches which are closed and the sequence of the closin of the switches are shown in the table of ig. 4, and it is believed thatthose skilled in the: art will not need a Ian 

